Automatic train-speed-controlling mechanism



F. C. WILLBAMS.

AUTOMATIC TRAIN SPEED CONTROLLING MECHANISM.

APPLICATION FILED APR- 19, I917- Pmtemed July 19, 39231.,

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A TTORNEY fi H gr UNITED STATE PATNT OFFlCEt FRANK C. WILLIAMS, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOR TO THE SAFETY BLOCK SIGNAL COMPANY, A CORPORATION OF DELAWARE.

AUTOMATIC TRAIN-SPEEID-CONTROLLDTG MECHANISM.

Specification of Letters Patent. Patented July 19, 1921.

Application filed April 19, 1917. Serial No. 163,099.

To all whom-it may concern:

Be it known that I, FRANK C. WILLIAMS, a citizen of the United States, and. a resident of the city of Philadelphia, county of Philadelphia, and State of Pennsylvania, have invented certain new and useful Improvements in Automatic Train Speed Controlling Mechanism, of which the following is a specification.

This invention relates to an automatic mechanism for controlling the speed of trains. It is often desirable, to automatically limit the speed of a train at one speed at certain points in the line, such as on curves, while at other points on the line it may be desirable to maintain the train at a difi'erent rate of speed, either higher or lower than that maintained on curves, for example, on approaches to bridges, in tunnels, or grades and like places. My invention has for its object to provide an automatic mechanism whereby these. different rates of speed at different points in the line may be maintained independently of the control of the operator, and one which may be used in connection with trains propelled by electric power or steam power and without in any way interfering with the supply of current any kind of automatic signaling mechanism which may be used in the operation of the train. a

A further object of my invention is to provide an automatically operated mechanism for limiting the speed of the train to various speeds at different points on the line in which a normally energized element pre' vents the application of the brakes as the means for limiting the speed of the train with a result that in the case of an accident to the mechanism the device operates to deenergize the element and permits the application of the brakes to stop the train. In this manner the mechanism is constantly tending under all possible conditions to so control the operation of the train as to insure the safe operation and avoidance of accidents.

More specifically, the object of my invention is to provide an electrically operated mechanism for gradually ap lying the brakes to a train to automatically maintain the desired rates of speed. The electrically operated mechanism is controlled both by a speed responsive device carried by the train and by certain actuating devices located at various points on a line adjacent the track, which mutually cooperate to automatically regulate the operation of the brakes of the train so that the speed may be limited to certain predetermined speeds at certain points in the line, while at other points in the line, higher or lower rates of speed may be maintained. At the same time, the train may be operated in the intermediate points where it is not desired to automatically limit its speed at any desired speed and is then under the control of the operator.

Referring to the drawings, Figure 1 illustrates diagrammatically my invention showing the apparatus. when the train is located at the intermediate points and in which the apparatus maintains the retarding mechanism inoperative and the train may be operated at any speed desired.

Fig. 2, represents diagrammatically the invention, when the device is operating to regulate the speed of the train at a certain speed and at one pointin the line, while Fig. 3 represents the position of the apparatus when the speed is regulated at a different fate of speed and at a different point on the In the drawings, there are illustrated the tracks 1 and 2 upon which a train is being operated. A speed responsive device 3, is carried by the train and has mounted thereon the mechanism for controlling the application of the retarding mechanism in so far as the same is dependent upon the speed of the train. Any means for accomplishing this result may be used, and any form of speed controlling apparatus may be the means for limiting the speed of the train. For example, Ihave illustrated herewith one form of apparatus suitable for carrying out my invention, in which the train pipe 4: operates in the well known manner to supply compressed air or other fluid under pressure to the brakes to maintain the same in inoperative position. An exhaust pipe 5 is connected thereto and controlled by a valve 6 located in a joint 7 between the train pipe 4 and exhaust 5. As suitable means for controlling the valve 6, I have provided a cylinder 8 in which is located a piston 9 connected to the valve 6. The piston 9 is adapted to be acted upon and actuated by a fluid un-.

- source of fluid under pressure in the tank 12 by reason of the connecting line 13. The automatically controlled valve 11 in the form I have shown herewith, has a cylinder 14 and a lurality of chambers 15 and 16 therein. 1? valve 17 is located in the chamber 15 and controls the passage of the fluid or air under ressure from the pipe 13 to the pipe 10. hen the valve 17 is closed, communication between the pipes 13 and 10 is cut off and the pipe 10 is connected to the atmosphere through the exhaust 18 in the cylinder 14. The valve 17 is provided with a valve stem 19 extending downwardly through the chamber 16 and is provided with an auxiliary valve 20 which shuts off the exhaust port 18 from the chambers 16 and 15 when thevalves are in their upper position. As means for controlling the position of the valves 17 and 20, I have provided a valve stem with an armature 21 controlled by an electromagnet 22. '7

A suitable battery or any other source of current supply as 23, has a lead 24 connecting thesame to one terminal of an electromagnet 22 and the electromagnet and source of current supply are also connected by suitable leads to both the speed responsive device 3 and certain suitable make and break connections 25 and 26 adapted to be controlled by actuating devices located at any desired point on or adjacent the tracks 1 and 2. These connections .are one means I have shown for automatically controlling the valve mechanism 11 so that the speed of the train is automatically maintained at one speed at certain points in the line and at adiflerent speed at other points'in the line.

The speed responsive mechanism 3 has connected thereto a plurality of contacts 27 and28 insulated from a similar pair of contacts or terminals 29 and 30. Suitably secured in any desired position adjacent to these members, is a stationary conductor 31. As the means acted upon by devices positioned at various points on the line, such as the make and break connections 25 and 26 may be, of any known form, I have illustrated the same as-a stationary member 32 and movable shoe 33 adapted to be operated by one set of devices located adjacent the track at one series of points on the line such as curves and a stationary member 34 and movable shoe 35 adapted to be actuated by a second set of devices located at different points on a line, such as grades, tunnels, ete.,.

at which a different rate of speed is desired to be automatically maintained. One way of connecting the mechanism is by a lead 36 which connects the battery 23 and the member 27, while the member 28 is connected by a lead 37 to the electromagnet 22. The lead 36 is connected by a lead 38 to themember 30 and also to the movable shoe 35. A lead 39 connects the member 29 with the stationary contact 34- and a lead 40 connects the contact 34 with the movable shoe 33. A lead 41 connects the stationarycontact 32 with the lead 37 to the electromagnet 22. These connections provide a mechanism adapted to make a plurality of circuits supplying energy to the electromagnet 22 which may be controlled by different speeds by reason of the connection through the governor actuating mechanism and also controlled by the location of the same on the line by reason of the different sets of contacting members 33 and 35. Any form of actuating mechanism 42 shown in Fig. 2, may be used to actuate the member 33' andany form of actuating device 43 shown in Fig. 3, may be, used for operating the member 35. The ramps 42 and 43 which I have shown in the drawing as means for accomplishing this, may be located at any desired points above indicated wherea certain predetermined speed is desired'to bemaintained, the ramp 42 actuating the device to'limit the speed of the train above a certain speed, such as 20 miles an hour for example, while the mechanism is so arranged that the ramp 43 controls the speed and limits it above a higher rate of speed, such as 35 miles an hour, for example.

The operation of the form of mechanism I have illustrated for carrying out my invention will be clear from the preceding description. It is apparent that, when the apparatus is in the position shown in Fig. 1, the electromagnet 22 is energized b a circuit from the battery 23, through ead 36, contact 27, conductor 31, contact 28 and lead 37 to electromagnet 22, hence by lead 24 to the battery 22. If the speed of the train increases so that the'governor moves the contacts27 and 28 relative to the conductor 31 the connection between the members 27 and 28 will be'broken and a connection between the members29 and 30 will be made and also if the apparatus remains unacted upon by the ramps 42 or 43 as shown in Fig. 1, it will be apparent that the electromagnet 22 will still be energized and that the circuit passes from the battery 23 through lead 36, lead 38, member 30, conductor 31, member tact 32, lead 41, lead 37, electromagnet 22,

lead 24, to the battery 23. If further relative movement occurs between the conductor 31 and the members 29 and 30, by reason of anemone a still further increase in speed of the train and the contacts 25 and 26 together with shoes 33 and 35 remain in the position shown in Fig. 1, the electromagnet 22 will still be energized by a circuit passing from the battery 23, lead 36, lead 38, shoe 35, contact 34, lead 40, shoe 33, contact 32, lead 41, lead 37, electromagnet 22, lead 24 and the battery 23. From this it will be seen that if the shoes 33 and 35 are in their normal position in contact with the contacts 32 and 34 the electro magnet valve mechanism 11 is held open and hence the valve 6 is held closed, regardless of the speed of the train.

If however, the ramp 42, shown in Fig. 2, breaks the connection between the Shoe 33 and contact 32, and the speed of the train is such that the conductor 31 is in engagement with the members 29 and 30, as when the train is moving at a higher rate of speed than 20 miles an hour, for example, then the supply of energy to the electromagnet 22 is broken, and as a result, the electromagnet valve 11 is lowered and the air exhausted from the cylinder 8 through the pipe 10, chamber 16, and exhaust 18, and the train pipe 4 is thereupon open to the exhaust pipe 5 which permits the brakes to be gradually applied, the air pressure from the pipe 4 and in the chamber 8 above the piston 9 acting to move said piston 9, as well as the valve 6, downwardly, as shown in Fig. 2.

It should be noted that with the position of the apparatus as shown in Fig. 2, the electromagnet controlling the valve 11, will be energized if the contacts 32 and 33 are made even though the other connection or contacts 34 and 35, which are adapted to be operated by a difi'erent set of ramps or other actuating devices, is broken- The position of the apparatus shown in Fig. 3 is such that the speed of the train is being limited so as not to exceed a difl'erent predetermined rate of speed, as 35 miles an hour, for example on curves. In this figure, the contact member 31, by reason of the governor mechanism 3, is not engaging either of the pairs of contact members 27 28, or 29 and 30. The supply of energy to the electromagnet 22 in this case is from the battery 23, lead 36, lead 38, shoe 35, contact 34, lead 40, shoe 33, contact 32, lead 41, lead 37, electromagnet 22, and lead 24, to the battery 23. However, since the ramp or other suitable actuation mechanism 43, has broken the contact between the shoe and the contact 34, it is apparent that this circuit, which is the only circuit to the electromagnet valve when the apparatus is in the position in Fig. 3, is broken, and therefore the valve 6 is released and the train brakes are gradually being applied. In connection with Fig. 3, it is apparent that the circuit to the electromagnet 23, is broken when either of the track actuated switches 25 and 26 are broken since these switches are in series in this circuit.

From the description of the operation of the device it is apparent that I have provided a plurality of circuits for supplying energy to the electromagnet valve 11, one of the circuits adapted to be made through one of the speed controlled switches, 27 and 28, alone, another adapted to be made through one of the speed controlled switches 29 and 30, the contact 34 of the track controlled switch 26 and the track controlled switch 25, in series, while another circuit is adapted to be made through both the track controlled switches 2634 and 25-32 in series independently of the speed control switch, excepting that the conductor 31 must be out of contact with both sets of speed controlled switches and be in the relative posi tion shown in Fig. 3.

It is apparent that it may be desired to maintain any number of difierent predetermined speeds at different points on the line and my invention as disclosed herein, is adapted to accomplish this result in various ways, as by multiplying the number of electromagnet valves 11 and providin a separate make and break connection a apted to be actuated at the desired points on the line and so connected up in the series as to be properly controlled by a single speed responsive device 3, or any number of governors may be used operating at any desired difiercut rates of speed.

It is evident that any form of mechanism ior operating the shoes 33 and 35 may be used, and it is not necessary in each case to use a ramp as the track itself or third rail, if such were used, could be readily arranged to break the contacts as desired.

Having thus described my invention, what I claim and desire to protect by Letters Patent of the United States is:

1. In a train controlling mechanism, electromagnetically operated means for control ling the speed of a train, a current supplyingmeans therefor, a plurality of circuits adapted to be made for controlling the supply of currentto said electromagnetic means a set of make and break connections controlled by the speed of the train, another set controlled by the location of the train in ihe line, one of said circuits adapted to be passed through one of said speed controlled connections, another through said train location controlled connection and another adapted to-be made through one of said speed controlled connections, one of said track controlled connections and a contact of another of said track controlled connections whereby current is supplied to the electromagnetic means independent of the speed of the train when the circuit through the track controlled connections is closed, and the supply current is broken when one of said track controlled connections is open and the train is moving above a predetermined speed or when the other of said track controlled connections is open and the train is moving above a difii'erent predetermined rate of speed.

2. In a train controlling mechanism, electromagnetically operated means controlling the speed of the train, means supplying a current thereto, a plurality of circuits adapted to be connected between the supply and electromagnetic means, a set of switches controlled by the speed of the train and another set of switches controlled by the location of the train on the track, one of said circuits adapted to pass through one of said speed controlled switches, another adapted to pass through one of the speed controlled switches, a contact of one of said track controlled switches and through another of said track controlled switches in series, and another adapted to pass through the track controlled switches whereby a supply of current to the electromagnetic means is maintained independently of the speed of the train when the track controlled switches are closed and the supply of current is broken if either of the track controlled switches are opened and the train is moving above a predetermined high rate of speed such that no circuit is being made through the speed controlled switches.

3. In a train controlling mechanism electromagnetically operated means for controlling the speed of the train, a current supplying means therefor, a plurality of circuits for controlling the supply of current to said electromagnetic means, a set of switches controlled by the speed of the train, another set of switches controlled by the location of the train and the track, one of said circuits adapted to pass I through said speed controlled switch, another adapted to pass through said train controlled switches in series and another adapted to pass through the speed controlled switch, one of the track controlled switches and a contact of anothe of said track controlled switches in series.

4. In a train controlling mechanism, an electromagnetically controlled speed regulating device, a battery, carried by the train supplying current thereto, a stationary con- ..ductor and a: plurality of pairs of movable terminals controlled by the speed of the train, a plurality of track controlled switches, a lead connecting the battery and speed controlling device, a lead connecting the battery and one terminal of one of the pairs of terminals, a lead connecting the other terminal with the electromagnetic device, a lead connecting the battery with one terminal of the other pair, a lead connecting the other terminal with one track controlled switch, a lead from the battery to said switch, a lead from the switch to the other switch and a lead from said last mentioned switch tothe electromagnetically controlled device. In witness whereof, I have hereunto set my hand this 17th day of April, 1917.

FRANK C. WILLIAMS 

